Exhaust-utilizing system for automobiles.



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EXHAUST UTlLlZlNG SYSTEM FOR AUTOMOBILES.

APPLICATION FILED JULY 1, 1.914

Patented June15, 1915.

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EXHAUST UTILIZING SYSTEM FOR AUTOMOBILES.

APPLICATION FILED JULY Z, 1914.

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C. C. HOLE. EXHAUST UTILIZING SYSTEM FOR AUTOMOBILES.

APPLICATION FILED JULY 7, 1914.

1,143,395. Patented June 15, 1915.

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CHARLES C. HOLE, 0F FREMONT, NEBRASKA.

EXHAUST-UTILIZING SYSTEM FOR AUTOMOBILES.

Specification of Letters Patent.

Patented June 15, 1915.

Application filed July 7, 1914. Serial No. 849,497.

To all whom it may concern Be it known that I, CHARLES C. HOLE, a naturalized citizen of the United States, residing at Fremont, in the county of Dodge and State of Nebraska, have invented new and useful Improvements in Exhaust-Utilizing Systems for Automobiles, of which the following is a specification This invention relates to a system for utilizing the exhaust from automobiles, for example, for the purpose of supplying heat to one or more radiators located at suitable points in the car, for operating theengine starter and for operating the brakes and for other purposes which will suggest themselves to the manufacturer, the object in view being to provide a system in which there will be a comparatively steady pressure of the stored exhaust from the engine, involving a comparative absence or elimination of the exhaust fluctuations so that the fiuid under pressure and in storage may be transmitted to the points of their respective use in a steadily moving current or volume, the flow of the fluid under pressurebeing under the control of the operator of the ma chine.

\Vith the above and other objects in view, the invention consists in the novel construction, combination and arrangement of parts, as will be hereinafter more fully described, illustrated and claimed.

In the accompanying drawings: Figure 1 is a diagrammatic plan view bf the system as applied to an automobile. Fig. 2 is a diagrammatic side elevation partly in section of the same. Fig. 3 is a diagrammatic vertical cross section on the line a-a of a Fig. 1. Fig. 4 is a view showing the pedal for operating the cut out.

Referring to the drawings 1 designates the engine of an automobile which is conventionally shown and 2 the exhaust pipe lead ing off therefrom, said exhaust pipe extending in the usual way lengthwise of the car and being provided with an open discharge end at the point 3. Near the forward end of the car the exhaust pipe 2 is provided with a cut-out 4 operated by a'pedal 5 so that a free exhaust may be obtained through the cut-out 4 whenever required as, for example, in starting the engine or in climbing steep grades when the to 1 power of the engine is required.

At a point in the length of the exhaust pipe 2 I provide an accumulation chamber 6 of larger internaldiameter than the exhaust plpe 2 and in front of said accumulation chamber or, in other words, between said chamber and the cut-out 4 is arranged a definite pressure check valve 7. At the opposite slde of the chamber 6 the exhaust pipe 2 is provided with an excess pressure-valve 8 the operation of which requires a greater pressure than the valve 7 9 designates a primary storage tank which is supphed with the exhaust through a connection 10 in which is located a check valve 11, the connection 10 communicating with the exhaust pipe 2 in rear of the accumulation chamber 6, or, in other words, between said chamber and the excess pressure valve 8.

12 designates a secondary storage tank which is in communication with the primary storage tank 9 by means of a connection 13 containing a check valve 14. The check valves 11 and 14 are operated with less pressure than the excess pressure valve 8 and approximately with the same pressure as the valve 7, the object being to permit the ex haust from the engine to pass the valves 7, 11 and 14 in filling the storage tanks 9 and 12 with a certain predetermined pressure. In case the pressure exceeds a certain point, for example, forty-five pounds, the excess pressure valve 8 will open so that the ex haust from the engine will escape directly to the atmosphere at the discharge end 3 of the exhaust pipe 2.

15 designates a relatively smaller pipe leading off from the tank 12 to a pressure gage 16 located on the dash board within view of the operator. Aservice pipe 17 also leads off from the tank 12 to an engine starter designated generally at 18. The service pipe 17 is controlled by a manually operated valve 19 within reach of the operator. Another service pipe 20 leads off from the tank 12 and after passing in close proximity to the dash or floor of the car as shown, extends to a brake cylinder 21- for the operation of the machine brakes, the 'pipe 20 being controlled by a. valve 22 within convenient reach of the operator. From the primary storage tank 9, a service pipe 23 leads into the steering column 24: and upwardly through the same to a radiator 25 preferably of circular construction and containing a heating coil 26, said radiatorbeing located in close proximity to the hand control wheel 27, the return pipe from said radiator 25 leading again through the steering column 24 and ofi therefrom to a suitable exhaust point as indicated at 28. A branch pipe 29 leads off from the pipe 23 to another radiator 30 located adjacent to the front seats of the machine while another service pipe 31 leads from the tank 9 to still another radiator 32 located in convenient proximity to the rear seats of the machine. The service pipes 23 and 31 may, if desired, be equipped with stop-cocks to permit the heat to be turned off from the radiators when desired. In Fig. 2 I have indicated at 33 an optional location of one or both of the storage tanks 9 and 12, it being understood that the location of sa1d tanks may be varied at will in accordance with the construction of the machine and the desire of the manufacturer.

The exhaust gases or fluid from the engine pass through the exhaust pipe 2 and by the valve 7 into the accumulation chamber 6 and as soon as the pressure therein becomes sufficient, the fluid passes the check valve 11 into the tank 9 and when the pressure therein reaches the proper point, the fluid passes the check valve 14 into the secondarystorage tank 12. The' accumulation chamber receives the initial charges of the exhaust fluid and acts to eliminate to a certain extent the pulsations of the exhaust and admit the same under a more steady flow and pressure through the check valve 11 into the primary storage tank 9. The pulsations in the storage tank 9 are comparatively weak but when the pressure therein reaches a certain point, the fluid passes the check valve into the secondary storage tank 12 where there is almost an entire elimination of thepulsations referred to. Therefore the fluid under pressure delivered from the tank 12 through the service pipes above described is comparatively steady in pressure and flow and may be used with efficiency for operating the engine starter or the brakes. The fluid contained in the storage tank 9 is of course of higher temperature than that contained in the secondary tank 12 and therefore the exhaust gas in the storage tank 9 tomobiles, the combination of an exhaust pipe leading 011' from the engine, aii accumulating chamber located between the ends of said pipe of larger internal diameter than said pipe, a primary definite pressure operated check valve between the motor and said chamber, an excess pressure valve nearer the discharge end of said pipe, 2. storage tank, a connection between said tank and exhaust pipe communicating with the latter between said accumulating chamber and excess pressure valve, and a relatively small service pipe leading off from said tank to the point of use;

2. In an exhaust utilizing system for an tomobiles, the combination of an exhaust pipe leading off from the engine, an accumulating chamber located between the ends of said pipe of larger internal diameter than said pipe, a primary definite pressure operated check valve between the motor and said chamber, an excess pressure valve nearer the discharge end of said pipe, a

storage tank, a connection between said tank and exhaust pipe communicating with the latter between said accumulating chamber and excess pressure valve, a relatively small service pipe leading ofi from said tank to the point of use, a secondary storage tank, a connection between both of said tanks, a check valve in the last named connection, and another service pipe leading oil" from said second tank to the point of use.

3. In an exhaust utilizing system for automobiles, the combination of an exhaust pipe leading off from the engine, an accumulating chamber located between the ends of said pipe of larger internal diameter than said pipe, a primary definite pressure operated check valve between the motor and said chamber, an excess pressure valve nearer the discharge end of said pipe, a storage tank, a connection between said tank and exhaust pipe communicating with the latter between said accumulating cham her and excess pressure valve, a secondary storage tank, a connection between both of said tanks, a check valve in the last named connection, a radiator fed by a service pipe from the first named tank, and another service pipe leading off from the second tank to deliver fluid under pressure to a given point for power application.

In testimony whereof I affix my signature in presence of two witnesses.

CHARLES C. HOLE.

Witnesses:

R. W. SHIvERs, HALLIE CHRISTY. 

